CN217081284U - Hybrid power double-clutch automatic transmission and vehicle - Google Patents

Abstract

The utility model provides a two separation and reunion automatic gearbox of hybrid and vehicle. The hybrid dual clutch automatic transmission includes: the hybrid power transmission device comprises a first input shaft, a second input shaft, a hybrid intermediate shaft, a motor driving part, an idler transmission mechanism, a plurality of gear transmission gear sets, a plurality of synchronizers, a first output shaft, a second output shaft and a differential mechanism assembly, wherein the hybrid intermediate shaft is further provided with a hybrid input gear, a reverse gear driving gear and a reverse gear one-way synchronizer. The utility model discloses the transmission system of vehicle includes engine, double clutch subassembly, the two separation and reunion automatic gearbox of hybrid, and its engine moment of torsion passes through the first input shaft or the second input shaft of the changeable joint derailleur of double clutch subassembly, and motor power transmits the second input shaft through idler drive mechanism, realizes hybrid output, and reverse gear moment of torsion transmission gear can directly transmit power to the output shaft, realizes the pure electric mode of operation who reverses gear, has more fuel economy.

Description

Hybrid power double-clutch automatic transmission and vehicle

Technical Field

The utility model relates to a hybrid vehicle technical field especially relates to a vehicle based on two separation and reunion automatic gearbox transmission power of hybrid.

Background

The development of a cleaner and more environmentally-friendly new energy vehicle becomes a necessary trend in the face of increasingly severe environmental pollution and energy consumption problems, and since the problems of battery cost, energy density and the like are not thoroughly solved, the solid hybrid vehicle becomes one of the important products in the transformation stage of the vehicle industry.

The vehicle adopting the hybrid power technology can turn off the engine when the engine works at a non-economic working condition point (such as urban congestion road conditions, vehicle rapid working conditions and the like), and start the driving motor to drive the vehicle; or the power output of the engine is reduced, the driving motor is started, and the driving motor and the engine jointly output power, so that the engine always works at a working condition point with higher efficiency. The transmission is used as the core design content of the hybrid vehicle, and the improvement of energy conversion and intellectualization of the transmission are key links of the design. A typical multiple speed transmission uses a single gear set having an input shaft and a different dedicated gear set (e.g., a co-planar gear set) to achieve each forward speed ratio, and accordingly, the total number of gears required in this typical design is twice the number of forward gears; in addition to three for reverse, this requires a large number of required gear sets, particularly in those transmissions where the forward speed ratio is relatively high; in addition, the size and ratio range of the transmission are limited by the structural arrangement of the reverse shaft or by the design of the engagement of a pair of gears on the output shaft.

Improvements in existing transmissions and hybrid vehicles are generally required to improve their performance, particularly power, comfort, and improved size and weight. Accordingly, there is a need in the art for a hybrid vehicle having a more compact transmission and fuel economy while providing desirable gear ratios and torque ranges.

SUMMERY OF THE UTILITY MODEL

In view of the above problems in the prior art, an object of the present invention is to provide a hybrid dual clutch automatic transmission, which includes a first input shaft, a second input shaft, a hybrid intermediate shaft, a motor driving part, an idler transmission mechanism, a plurality of gear transmission gear sets, a plurality of synchronizers, a first output shaft, a second output shaft and a differential assembly; the second input shaft is sleeved on the first input shaft and is a power input end of the transmission;

in addition, the hybrid dual clutch automatic transmission further includes a parking ratchet P provided on the second output shaft;

the drive gear train includes: a drive gear and a driven gear; the odd-numbered gear driving gear is arranged on the first input shaft, and the even-numbered gear driving gear is arranged on the second input shaft; the driven gears are correspondingly arranged on the first output shaft and the second output shaft;

preferably, the odd-numbered gear driving gears include a first-gear driving gear, a third/fifth-gear driving gear and a seventh/ninth-gear driving gear; the even-numbered gear driving gear comprises a second/fourth gear driving gear and a sixth/eighth gear driving gear; the driven gear includes: the transmission comprises a first-gear driven gear, a second-gear driven gear, a third-gear driven gear, a fourth-gear driven gear, a fifth-gear driven gear, a sixth-gear driven gear, a seventh-gear driven gear, an eighth-gear driven gear, a ninth-gear driven gear and a reverse-gear driven gear; the synchronizer includes: the first/third gear synchronizer, the second/sixth gear synchronizer, the fourth/eighth gear synchronizer, the fifth/ninth gear synchronizer, the seventh gear one-way synchronizer and the reverse gear one-way synchronizer.

Furthermore, the three/five-gear driving gear, the seven/nine-gear driving gear, the two/four-gear driving gear and the six/eight-gear driving gear adopt a staggered and meshed common gear design (two half gears are respectively matched with different gears), so that the gear arrangement is more compact.

The plurality of synchronizers are respectively arranged on the first output shaft and the second output shaft, and each synchronizer is switchable on the corresponding driven gear.

The differential assembly is meshed with the output gears on the first output shaft and the second output shaft through the differential gear ring so as to receive power transmitted by the first output shaft and the second output shaft.

The idler drive mechanism includes: the hybrid intermediate gear, the hybrid idler gear and the input motor gear mesh with the hybrid intermediate gear on the hybrid countershaft and the input motor gear of the motor drive section, respectively.

Specifically, the idler gear drive mechanism is of a triple gear design.

The hybrid intermediate shaft is also provided with a hybrid input gear, a reverse gear driving gear and a reverse gear one-way synchronizer;

furthermore, the reverse one-way synchronizer is connected with the hybrid power intermediate shaft in a spline mode, and the reverse driving gear is constantly meshed with a reverse driven gear on the second output shaft so as to transmit power output by the motor to the second output shaft.

The hybrid power input gear is constantly meshed with a driving gear on the second input shaft so as to transmit power output by the motor to the second input shaft.

Preferably, the hybrid input gear is in constant mesh with the six/eight speed drive gear.

The utility model discloses another aspect protects a hybrid two separation and reunion automatic speed changing vehicle, its transmission system includes: the technical scheme includes that the hybrid dual-clutch automatic transmission comprises an engine, a dual-clutch transmission assembly and the hybrid dual-clutch automatic transmission.

The utility model provides a hybrid power double-clutch automatic speed changing vehicle, one end of the double clutch component is connected with the first and the second input shafts, and the other end is connected with the engine, so as to be used for switching the power transmission between the first input shaft and the engine as well as between the second input shaft and the engine;

further, the power transmission system of the vehicle can meet the following power conditions: the system comprises an odd-gear engine power mode, an even-gear pure electric power mode, a hybrid power mode, an engine power mode and a reverse-gear pure electric power transmission mode.

Preferably, the vehicle has nine forward gear settings and a reverse gear setting, wherein the first gear, the third gear, the fifth gear, the seventh gear and the ninth gear are engine power modes, the second gear, the fourth gear, the sixth gear and the eighth gear can be set to an engine power mode, a hybrid mode and an electric-only mode, and the reverse gear is an electric-only mode.

Because of the technical scheme, the utility model discloses following beneficial effect has:

1) the hybrid intermediate shaft connected with the motor is used for realizing the reverse gear function, and compared with the arrangement of independently adding the reverse gear shaft, the space can be reduced; compared with the reverse gear function realized by the engagement of a pair of gears on the output shaft, the reverse gear mechanism has a higher speed ratio range.

2) The staggered meshing common-gear design of the transmission gear further saves space, is favorable for carrying multiple platforms of transmission products, and can be popularized and used in hybrid vehicles and plug-in hybrid vehicles.

3) The even gears and the reverse gear can be set to be in an electric-only mode so as to reduce energy consumption.

4) The hybrid power mode with even gears can increase the torque, and the vehicle is more dynamic.

5) Nine advancing the position, compare in the seven fast automatic transmission vehicles of mixed action in the market can realize wideer speed ratio range of setting, through more reasonable speed ratio configuration, can further promote driving comfort.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description of the embodiment or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.

Fig. 1 is a structural layout diagram of a hybrid nine-speed dual clutch automatic transmission provided by an embodiment of the present invention.

In the figure: a hybrid double clutch automatic transmission 100, a first output shaft 1, a seven-speed driven gear 2, a seven-speed one-way synchronizer 3, a first-speed driven gear 4, a first/third-speed synchronizer 5, a third-speed driven gear 6, a parking ratchet 7, a sixth-speed driven gear 8, a second/sixth-speed synchronizer 9, a second-speed driven gear 10, a first input shaft 11, a seven/ninth-speed driving gear 12, a second input shaft 13, a second output shaft 14, a reverse-speed driven gear 15, a ninth-speed driven gear 16, a fifth/ninth-speed synchronizer 17, a fifth-speed driven gear 18, an eighth-speed driven gear 19, a fourth/eighth-speed synchronizer 20, a fourth-speed driven gear 21, a hybrid countershaft 22, a reverse-speed driving gear 23, a reverse-speed one-way synchronizer 24, a hybrid intermediate gear 25, a hybrid input gear 26, a hybrid idler 27, an input motor gear 28, a transmission control system for controlling the transmission, The electric motor 29, the differential assembly 30, the first gear driving gear 31, the third/fifth gear driving gear 32, the second/fourth gear driving gear 33, the sixth/eighth gear driving gear 34, the first output shaft output gear OP1, the second output shaft output gear OP2, the engine power input IN1 and the motor power input IN2, wherein P represents a parking gear.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in other sequences than those illustrated or described herein. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.

Example 1

Referring to FIG. 1, the present embodiment provides a hybrid nine-speed dual clutch automatic transmission including

The hybrid power transmission comprises a first input shaft 11, a second input shaft 13, a first output shaft 1, a second output shaft 14, a hybrid intermediate shaft 22, a reverse driving gear 23, a reverse driven gear 15, a reverse one-way synchronizer 24, a hybrid input gear 26, a differential assembly 30, a first output shaft output gear OP1 and a second output shaft output gear OP 2;

its odd number keeps off driving gear includes: a first-gear drive gear 31, a third/fifth-gear drive gear 32, and a seventh/ninth-gear drive gear 12;

its even number keeps off driving gear includes: a second/fourth-gear drive gear 33, a sixth/eighth-gear drive gear 34;

its driven gear includes: the first-gear driven gear 4, the second-gear driven gear 10, the third-gear driven gear 6, the fourth-gear driven gear 21, the fifth-gear driven gear 18, the sixth-gear driven gear 8, the seventh-gear driven gear 2, the eighth-gear driven gear 19 and the ninth-gear driven gear 16;

its a plurality of synchronizers includes: a first/third gear synchronizer 5, a second/sixth gear synchronizer 9, a fourth/eighth gear synchronizer 20, a fifth/ninth gear synchronizer 17 and a seventh gear one-way synchronizer 3;

its idler drive mechanism includes: hybrid intermediate gear 25, hybrid idler gear 27;

its motor drive part includes: input motor gear 28, motor 29.

The first input shaft 11 and the second input shaft 13 are fixedly connected with the double clutch assembly through splines to receive the engine torque transmitted by the double clutch assembly, and the double clutch assembly can transmit power to the first input shaft 11 and the second input shaft 13 respectively; a first-gear driving gear 31 is fixed on the first input shaft 11 and is constantly meshed with the first-gear driven gear 4; the third/fifth gear driving gear 32 is fixedly connected to the first input shaft 11 and is in constant mesh with the third-gear driven gear 6 and the fifth-gear driven gear 18; the seven/nine-gear driving gear 12 is fixedly connected with the first input shaft 11 through a spline and is in constant meshing with the seven-gear driven gear 2 and the nine-gear driven gear 16; the second input shaft 13 is of a hollow structure and is sleeved on the first input shaft 11 through a bearing; the second input shaft 13 is provided with a second/fourth-gear driving gear 33 and a sixth/eighth-gear driving gear 34, the second/fourth-gear driving gear 33 is in constant mesh with the second-gear driven gear 10 and the fourth-gear driven gear 21, and the sixth/eighth-gear driving gear 34 is in constant mesh with the sixth-gear driven gear 8 and the eighth-gear driven gear 19; the second/sixth gear synchronizer 9 is fixedly connected with the first output shaft 1 through a spline; the first/third gear synchronizer 5 is fixedly connected with the first output shaft 1 through a spline; the four/eight-gear synchronizer 20 is fixedly connected with the second output shaft 14 through a spline; the five/nine-gear synchronizer 17 is fixedly connected with the second output shaft 14 through a spline; the reverse gear driven gear 15 is fixedly connected with the second output shaft 14 through a spline and is constantly meshed with the reverse gear driving gear 23; the hybrid power input gear is fixedly connected to the hybrid power intermediate shaft 22 and is constantly meshed with the six/eight-gear driving gear 34; the hybrid intermediate gear is fixedly connected to the hybrid intermediate shaft 22 and is constantly meshed with the hybrid idle gear 27; the seven-gear unidirectional synchronizer 3 is fixedly connected with the first output shaft 1 through a spline; the reverse gear one-way synchronizer 24 is fixedly connected with the hybrid intermediate shaft 22 through a spline; the input motor gear 28 is fixedly connected with a motor shaft through a spline and is normally meshed with the hybrid idle gear 27; the differential gear ring is in constant mesh with gears on the first output shaft 1 and the second output shaft 14; the hybrid idler gear 27 is connected to the input motor gear 28 by a cone bearing.

Example 2

The hybrid dual clutch automatic transmission vehicle of the present embodiment includes the hybrid dual clutch automatic transmission provided in embodiment 1.

It should be noted that the vehicle has the transmission 100 of embodiment 1 described above, the engine and the dual clutch assembly of the vehicle together constitute the engine power input IN1 of the transmission 100, and the motor drive components of the transmission together constitute the motor power input IN 2. The vehicle having the above-described transmission system arrangement in this embodiment has nine forward gears and one reverse gear, and the mechanism transmission operation and the corresponding power transmission route thereof will be described one by one for the nine forward gears and the one reverse gear of the vehicle in this embodiment.

First gear, operating in engine power mode, in which the vehicle driveline is operated as follows: the double clutch is engaged with the first input shaft 11, and the first/third synchronizer 5 is engaged with the first driven gear 4.

Accordingly, the power transmission route thereof is as follows:

the power input at the moving end of the engine IN1 → the double clutch → the first input shaft 11 → the first gear driven gear 4 → the first output shaft 1 → the differential assembly 30 → the power output.

Two grades, can have three kinds of operating modes, be engine power mode, hybrid mode, pure electric mode respectively, three kinds of operating mode's vehicle transmission system action as follows:

1) engine power mode

The double clutch is engaged with the second input shaft 13, and the second/sixth gear synchronizer 9 is engaged with the engaging teeth of the second gear driven gear 10.

2) Hybrid mode

The double clutch is combined with the second input shaft 13, the motor 29 is powered on, and the gear sleeve of the second/sixth gear synchronizer 9 is engaged with the combined gear of the second gear driven gear 10.

3) Electric only mode

The double clutch is separated from the second input shaft 13, the motor 29 is used for power input, and the gear sleeve of the two/six-gear synchronizer 9 is engaged with the combined gear of the two-gear driven gear 10.

Accordingly, the power transmission routes in the three operation modes are as follows:

1) power transmission route of engine power mode:

the power input at the moving end of the engine IN1 → the double clutch → the second input shaft 13 → the secondary driven gear 10 → the first output shaft 1 → the differential assembly 30 for power output.

2) Power transmission route of hybrid mode:

the power input of the motor IN2 → the input motor gear 28 → the hybrid idle gear 27 → the hybrid intermediate shaft 22+ the power input of the engine moving end IN1 → the double clutch → the second input shaft 13 → the secondary driven gear 10 → the first output shaft 1 → the differential assembly 30.

3) Power transmission route in electric only mode:

motor power input IN2 → input motor gear 28 → hybrid idler 27 → hybrid intermediate shaft 22 → second input shaft 13 → secondary driven gear 10 → first output shaft 1 → differential assembly 30 power output.

Third gear, operating in engine power mode, in which the vehicle driveline behaves as follows: the double clutch is engaged with the first input shaft 11, and the first/third synchronizer 5 is engaged with the 3 rd driven gear 6.

Accordingly, the power transmission route thereof is as follows:

the power input at the moving end of the engine IN1 → the double clutch → the first input shaft 11 → the driven gear 6 of the 3 rd gear → the first output shaft 1 → the differential assembly 30 for power output.

And a fourth gear can have three working modes, namely an engine power mode, a hybrid power mode and a pure electric mode, and the vehicle transmission system in the three working modes acts as follows:

1) engine power mode

The double clutch is engaged with the second input shaft 13 and the four/eight speed synchronizer 20 sleeve is engaged with the four speed driven gear 21 engaging teeth.

2) Hybrid mode

The double clutch is coupled to the second input shaft 13 with power input from the electric motor 29 and the sleeve of the four/eight speed synchronizer 20 is engaged with the coupling teeth of the four speed driven gear 21.

3) Electric only mode

The double clutch is disengaged from the second input shaft 13, the motor 29 is powered on, and the sleeve of the four/eight speed synchronizer 20 is engaged with the engaging teeth of the four speed driven gear 21.

Accordingly, the power transmission routes in the three operation modes are as follows:

1) power transmission route of engine power mode:

the power input at the moving end of the engine IN1 → the double clutch → the second input shaft 13 → the fourth gear driven gear 21 and the second power output shaft 14 → the differential assembly 30 → the power output.

2) Power transmission route of hybrid mode:

motor power input IN2 → input motor gear 28 → hybrid idler 27 → hybrid intermediate shaft 22+ engine power input IN1 → double clutch → second input shaft 13 → fourth gear driven gear 21- → second output shaft 14 → differential assembly 30 → power output.

3) Power transmission route of electric only mode:

motor power input IN2 → input motor gear 28 → hybrid idler 27 → hybrid intermediate shaft 22 → second input shaft 13 → fourth speed driven gear 21 → second output shaft 14 → differential assembly 30 → power output.

And fifth gear, operating in an engine power mode in which the vehicle driveline is operated as follows: the double clutch is engaged with the first input shaft 11 and the fifth/ninth synchronizer 17 is geared with the fifth driven gear 18.

Accordingly, the power transmission route thereof is as follows:

the power input at the moving end of the engine IN1 → the double clutch → the first input shaft 11 → the driven gear 18 of the fifth gear → the second output shaft 14 → the differential assembly 30 → the power output.

And a sixth gear can have three working modes, namely an engine power mode, a hybrid power mode and a pure electric mode, and the vehicle transmission system in the three working modes acts as follows:

1) engine power mode

The double clutch is engaged with the second input shaft 13 and the second/sixth synchronizer 9 sleeve is engaged with the sixth driven gear 8.

2) Hybrid mode

The double clutch is coupled to the second input shaft 13, and the motor 29 is powered on, and the gear sleeve of the two/six-gear synchronizer 9 is engaged with the coupling gear of the six-gear driven gear 8.

3) Electric only mode

The double clutch is separated from the second input shaft 13, the motor 29 is powered, and the gear sleeve of the two/six-gear synchronizer 9 is engaged with the combined gear of the six-gear driven gear 8.

Accordingly, the power transmission routes in the three operation modes are as follows:

1) power transmission route of engine power mode:

the power input at the moving end of the engine IN1 → the double clutch → the second input shaft 13 → the driven gear 8 of the sixth gear → the first output shaft 1 → the differential assembly 30 → the power output.

2) Power transmission route of hybrid mode:

motor power input IN2 → input motor gear 28 → hybrid idler 27 → hybrid intermediate shaft 22+ engine power input IN1 → double clutch → second input shaft 13 → sixth driven gear 8 → first output shaft 1 → differential assembly 30 → power output.

3) Power transmission route in electric only mode:

motor power input IN2 → input motor gear 28 → hybrid idler 27 → hybrid intermediate shaft 22 → second input shaft 13 → sixth speed driven gear 8 → first output shaft 1 → differential assembly 30 → power output.

Seventh gear, operating in engine power mode, in which the vehicle driveline is operated as follows: the double clutch is engaged with the first input shaft 11, and the seven-gear one-way synchronizer 3 is engaged with the seven-gear driven gear 2.

Accordingly, the power transmission route thereof is as follows:

the power input IN1 from the moving end of the engine → the double clutch → the first input shaft 11 → the driven gear 2 of the seventh gear → the first output shaft 1 → the differential assembly 30 → the power output.

Eight grades can have three kinds of operating modes, be engine power mode, hybrid mode, pure electric mode respectively, and three kinds of operating mode's vehicle transmission system action is as follows:

1) engine power mode

The double clutch is engaged with the second input shaft 13 and the four/eight speed synchronizer 20 is engaged with the eight speed driven gear 19.

2) Hybrid mode

The double clutch is coupled to the second input shaft 13 with power input from the electric motor 29 and the sleeve of the four/eight speed synchronizer 20 is in toothed engagement with the eight speed driven gear 19.

3) Electric only mode

The double clutch is disengaged from the second input shaft 13, the motor 29 is powered on, and the sleeve of the four/eight speed synchronizer 20 is engaged with the engaging teeth of the eight speed driven gear 19.

Accordingly, the power transmission routes in the three operation modes are as follows:

1) power transmission route of engine power mode:

the power input at the moving end of the engine IN1 → the double clutch → the second input shaft 13 → the eight-speed driven gear 19 → the second output shaft 14 → the differential assembly 30 → the power output.

2) Power transmission route of hybrid mode: 8-speed power transmission route 3: the motor power input IN2 → the input motor gear 28 → the hybrid idler 27 → the hybrid intermediate shaft 22+ the engine power input IN1 → the double clutch → the second input shaft 13 → the eight speed driven gear 19 → the second output shaft 14 → the differential assembly 30 → the power output.

3) Power transmission route in electric only mode:

motor power input IN2 → input motor gear 28 → hybrid idler 27 → hybrid intermediate shaft 22 → second input shaft 13 → eight speed driven gear 19 → second output shaft 14 → differential assembly 30 → power output.

Nine-gear, operating in engine power mode, in which the vehicle driveline behaves as follows: the double clutch is engaged with the first input shaft 11 and the fifth/ninth synchronizer 17 is engaged with the ninth driven gear 16.

Accordingly, the power transmission route thereof is as follows:

the power input at the power end of the engine IN1 → the double clutch → the first input shaft 11 → the nine-gear driven gear 16 → the second output shaft 14 → the differential assembly 30 → the power output.

Reverse gear, work is in pure electric mode, and the vehicle transmission system action under changing the mode is as follows:

the double clutch is separated from the input shaft, the power of the motor 29 is input, and the gear sleeve of the reverse one-way synchronizer 24 is engaged with the combined gear of the reverse driving gear 23.

Accordingly, the power transmission route thereof is as follows:

motor power input IN2 → input motor gear 28 → hybrid idler 27 → hybrid intermediate shaft 22 → reverse driven gear 15 → second output shaft 14 → differential assembly 30 → power output.

The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention, as will be apparent to those skilled in the art, the invention is not limited to the details of the foregoing exemplary embodiment, but rather is embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Claims (10)

1. A hybrid dual clutch automatic transmission, comprising: the hybrid power transmission device comprises a first input shaft (11), a second input shaft (13), a hybrid intermediate shaft (22), a motor driving part, an idle gear transmission mechanism, a plurality of gear transmission gear sets, a plurality of synchronizers, a first output shaft (1), a second output shaft (14) and a differential assembly (30);

the drive gear train includes: a drive gear and a driven gear; the odd-numbered gear driving gear is arranged on the first input shaft (11), and the even-numbered gear driving gear is arranged on the second input shaft (13); the driven gears are correspondingly arranged on the first output shaft (1) and the second output shaft (14);

a plurality of said synchronizers respectively provided on said first output shaft (1) and said second output shaft (14), each of said synchronizers being switchable on a correspondingly provided driven gear;

the differential assembly (30) is meshed with output gears on the first output shaft (1) and the second output shaft (14) through a differential gear ring;

the hybrid intermediate shaft (22) is also provided with a hybrid input gear (26), a reverse gear driving gear (23) and a reverse gear one-way synchronizer (24);

the reverse gear one-way synchronizer (24) is fixedly connected with the hybrid intermediate shaft (22), and the reverse gear driving gear (23) is meshed with a reverse gear driven gear (15) on the second output shaft (14); wherein the content of the first and second substances,

the odd-numbered gear driving gear comprises a first-gear driving gear (31), a third-gear driving gear (32) and a seventh-gear driving gear (12); the even-numbered gear driving gear comprises a second/fourth gear driving gear (33) and a sixth/eighth gear driving gear (34); the driven gear includes: the gear transmission mechanism comprises a first-gear driven gear (4), a second-gear driven gear (10), a third-gear driven gear (6), a fourth-gear driven gear (21), a fifth-gear driven gear (18), a sixth-gear driven gear (8), a seventh-gear driven gear (2), an eighth-gear driven gear (19), a ninth-gear driven gear (16) and a reverse-gear driven gear (15).

2. The hybrid dual-clutch automatic transmission according to claim 1, wherein the idler drive mechanism comprises: a hybrid intermediate gear (25), a hybrid idler gear (27) and an input motor gear (28) which mesh with the hybrid intermediate gear (25) on the hybrid intermediate shaft (22) and the input motor gear (28) of the motor drive member, respectively.

3. The hybrid dual-clutch automatic transmission of claim 2, wherein the idler drive mechanism is of a triple-pinion design.

4. Hybrid dual-clutch automatic transmission according to claim 1, characterized in that the hybrid input gear (26) meshes with a driving gear on the second input shaft (13).

5. The hybrid dual-clutch automatic transmission according to claim 1, wherein the synchronizer comprises: the first-gear/third-gear synchronizer (5), the second-gear/sixth-gear synchronizer (9), the fourth-gear/eighth-gear synchronizer (20), the fifth-gear/ninth-gear synchronizer (17), the seventh-gear unidirectional synchronizer (3) and the reverse-gear unidirectional synchronizer (24).

6. The hybrid dual-clutch automatic transmission according to claim 1, characterized in that the hybrid input gear (26) is meshed with the six/eight speed drive gear (34).

7. Hybrid dual-clutch automatic transmission according to claim 6, characterized in that the three/five gear driving gear (32), the seven/nine gear driving gear (12), the two/four gear driving gear (33) and the six/eight gear driving gear (34) are of staggered mesh common gear design.

8. A hybrid dual clutch automatic transmission vehicle, the transmission system comprising: an engine, a dual clutch assembly and a hybrid dual clutch automatic transmission according to any one of claims 1 to 6, the dual clutch assembly switchably engaging a first input shaft (11) or a second input shaft (13) of the hybrid dual clutch automatic transmission.

9. The hybrid dual-clutch automatic transmission vehicle according to claim 8, wherein odd gears enable an engine power mode, even gears enable a pure electric power mode, a hybrid power mode, and an engine power mode, and reverse gears enable a pure electric power transfer mode.

10. The hybrid dual clutch automatic transmission vehicle of claim 9, having nine forward gear settings and one reverse gear setting.

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